Today's Message Index:
----------------------
1. 01:26 AM - M14P and IO540 (Richard Goode)
2. 04:19 AM - Re: M14P and IO540 (kevin kimball)
3. 05:54 AM - Re: M14P and IO540 (Richard Goode)
4. 07:22 AM - Re: M14P and IO540 (Greg Young)
5. 07:29 AM - Re: Housai to M14P Conversion (Craig Winkelmann)
6. 08:20 AM - Re: Re: Housai to M14P Conversion (Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E)
7. 10:19 AM - Re: Re: Housai to M14P Conversion (Byron Fox)
8. 12:54 PM - Re: Re: Housai to M14P Conversion (A. Dennis Savarese)
9. 01:09 PM - Re: Re: Housai to M14P Conversion (Terry Calloway)
10. 02:12 PM - Re: WANTED: Flap Actuator (Ira Saligman)
11. 02:22 PM - Re: Re: Housai to M14P Conversion (Yak Pilot)
12. 03:35 PM - Re: Re: Housai to M14P Conversion (Roger Kemp)
13. 04:26 PM - Re: WANTED: Flap Actuator (doug sapp)
14. 05:42 PM - Re: WANTED: Flap Actuator (A. Dennis Savarese)
15. 08:21 PM - Re: The late Forest Johnson's old CJ-6 For Sale... (Nanchang CJ6)
Message 1
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An interesting aspect of Kevin's thrust figures is not the amount of
thrust from the M14 family of engines,but how little thrust from the
Lycoming.
With 11:1 compression,I suppose it must be at least a nominal 320 HP,but
even if only a nominal 300,it's thrust should be 1387 lb,if mathematicly
compared to the 400HP "PF" engine rather than the actual figure of
1245!!
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
Message 2
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| Subject: | Re: M14P and IO540 |
Richard,
The additional 80 cubic inches of displacement, gear box and of
course, super charger all help create the additional thrust in the
M14. FYI, the 11:1 Lycon was fitted with the MTV9 203-20D 3 blade
prop. We also tested a stock 260hp IO 540 lycoming as in an S2B or
S2C and found a 2 blade thrust of 880lb and a 3 blade thrust of
960lb. So, 1245 is a large increase within the 540 parallel valve
lycoming engine.
To compare (same scales used):
200lb pilot/chute
90lb 15 gal fuel
70lb 10 gal smoke
Single seat S2S with the 11:1 lycon parallel 540, MT 80" empty
weight 1219 lb, thrust 1245 lb take off weight 1579lb thrust to
weight: 0.78:1
Ti-12 and Beast (single seat model 12) BPE M14P, 102" MT, empty weight
1417 lb, thrust 1845 lb take off weight 1777lb, thrust to weight 1.03:1
This data shows a lightweight, single seat model 12 with the BPE
engine or PF engine exceeds 1:1 thrust to weight during the entire
show flight. An airplane powered by the example flat engine would
need to be sub 848lb empty weight to achieve the same thrust to weight
ratio.
I suppose my point is that it is difficult to match the thrust of the
M14 series of engines for aerobatic airplanes.
Sincerely,
Kevin Kimball, Vice President
Jim Kimball Enterprises, Inc.
PO Box 849
5354 Cemetery Road
Zellwood, FL 32798-0829
407.889.3451 phone
407.889.7168 fax
www.pittsmodel12.com
www.jimkimballenterprises.com
Email: Kevin@jimkimballenterprises.com
On Jul 21, 2009, at 4:14 AM, Richard Goode wrote:
> An interesting aspect of Kevin's thrust figures is not the amount of
> thrust from the M14 family of engines,but how little thrust from the
> Lycoming.
> With 11:1 compression,I suppose it must be at least a nominal 320
> HP,but even if only a nominal 300,it's thrust should be 1387 lb,if
> mathematicly compared to the 400HP "PF" engine rather than the
> actual figure of 1245!!
> Richard
>
> Richard Goode Aerobatics
> Rhodds Farm
> Lyonshall
> Hereford
> HR5 3LW
> United Kingdom
>
> Tel: +44 (0) 1544 340120
> Fax: +44 (0) 1544 340129
> www.russianaeros.com
>
>
Message 3
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| Subject: | Re: M14P and IO540 |
Yes,interesting.The thrust figures support my long-held view that
Lycoming horses are somewhat arthritic,and that the Russian figures are
pretty conservative!!
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
----- Original Message -----
From: kevin kimball
To: yak-list@matronics.com
Sent: Tuesday, July 21, 2009 12:15 PM
Subject: Re: Yak-List: M14P and IO540
Richard,
The additional 80 cubic inches of displacement, gear box and of
course, super charger all help create the additional thrust in the M14.
FYI, the 11:1 Lycon was fitted with the MTV9 203-20D 3 blade prop. We
also tested a stock 260hp IO 540 lycoming as in an S2B or S2C and found
a 2 blade thrust of 880lb and a 3 blade thrust of 960lb. So, 1245 is a
large increase within the 540 parallel valve lycoming engine.
To compare (same scales used):
200lb pilot/chute
90lb 15 gal fuel
70lb 10 gal smoke
Single seat S2S with the 11:1 lycon parallel 540, MT 80" empty
weight 1219 lb, thrust 1245 lb take off weight 1579lb thrust to weight:
0.78:1
Ti-12 and Beast (single seat model 12) BPE M14P, 102" MT, empty weight
1417 lb, thrust 1845 lb take off weight 1777lb, thrust to weight 1.03:1
This data shows a lightweight, single seat model 12 with the BPE
engine or PF engine exceeds 1:1 thrust to weight during the entire show
flight. An airplane powered by the example flat engine would need to be
sub 848lb empty weight to achieve the same thrust to weight ratio.
I suppose my point is that it is difficult to match the thrust of the
M14 series of engines for aerobatic airplanes.
Sincerely,
Kevin Kimball, Vice President
Jim Kimball Enterprises, Inc.
PO Box 849
5354 Cemetery Road
Zellwood, FL 32798-0829
407.889.3451 phone
407.889.7168 fax
www.pittsmodel12.com
www.jimkimballenterprises.com
Email: Kevin@jimkimballenterprises.com
On Jul 21, 2009, at 4:14 AM, Richard Goode wrote:
An interesting aspect of Kevin's thrust figures is not the amount of
thrust from the M14 family of engines,but how little thrust from the
Lycoming.
With 11:1 compression,I suppose it must be at least a nominal 320
HP,but even if only a nominal 300,it's thrust should be 1387 lb,if
mathematicly compared to the 400HP "PF" engine rather than the actual
figure of 1245!!
Richard
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Hereford
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
p://www.matronics.com/Navigator?Yak-List
nics.com
w.matronics.com/contribution
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Message 4
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| Subject: | Re: M14P and IO540 |
You are seeing the effect of the gearbox. Horsepower is
horsepower, it becomes thrust whe applied to the prop.
It's a function of prop RPM and blade design. I had
a 295hp geared Lyc swinging a 93in 3 blade that I'm
sure had equivalent thrust to the M14. It had a rati
o of 122/77 so the prop only turned ~1700 at 2750 cru
ise and ~1950 on takeoff.
Regards,
Greg
-----Original Message-----
From: "Richard Goode" <richard.goode@russianaeros.com>
Subject: Re: Yak-List: M14P and IO540
This is a multi-part message in MIME format.
Message 5
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| Subject: | Re: Housai to M14P Conversion |
Blitz:
All good comments so far. The one thing you need to decide is how you will fly
your CJ. If acro and vertical penetration are important, the M-14P (or PF) may
be what you want. If you are going to fly "gentleman acro" and fly to/from
formation events, the Housai is going to be sufficient. If you live at altitude,
the M-14 would be the better choice for the air you fly in.
As for additional cruise, I doubt there is much. Pappy reports about 5 knots and
he has lots of M-14 CJ time. My guess is that a good portion of that comes
from the spinner on the plane too as it creates better airflow.
Look at the Pitts. there are guys (and gals) flying them with fixed props, constant
props, big engines, little engines, and tricked out engines.
I've had the opportunity to fly CAP 182s with stock motors (235 HP and two blades)
and the P Ponk converted 182 (265 HP and three blade prop). The difference
is noticeable in climb and short field performance and that is about it (oh
yes, CHT gets hotter faster, real fast). It is a nice kick in the butt and I
even had a tower controller ask me what kind of 182 I was flying to take-off in
such a short distance and climb like the plane did.
The nice part is that everyone likes the engine choice they have made. Both are
good capable engines.
It is your $50K or so, decide how you fly and if the extra $$ is worth it.
Cheers,
Craig W
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254106#254106
Message 6
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| Subject: | Re: Housai to M14P Conversion |
Interesting conversation!
Boils down to whether you want to restore your 1968 Camaro with the
original straight six, which is plenty good enough to get you to and
from the grocery store, or squeeze in a 502 cu in. fire breathing, tire
screeching, big block developing over 650 horsepower!
In the car world we have a saying: "Speed costs money. How fast do you
want to go?"
I think there might be a cross-over to airplanes!
Blitz, stop looking at your wallet and start looking in the mirror. Who
you are and what you want out of life is, in the end, the most important
factor in this decision. All the rest is just "logical justification"
for a decision which I suspect you already have made, or darn well WANT
to make!
Good luck,
Mark Bitterlich
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of Craig
Winkelmann
Sent: Tuesday, July 21, 2009 10:28 AM
Subject: Yak-List: Re: Housai to M14P Conversion
Blitz:
All good comments so far. The one thing you need to decide is how you
will fly your CJ. If acro and vertical penetration are important, the
M-14P (or PF) may be what you want. If you are going to fly "gentleman
acro" and fly to/from formation events, the Housai is going to be
sufficient. If you live at altitude, the M-14 would be the better
choice for the air you fly in.
As for additional cruise, I doubt there is much. Pappy reports about 5
knots and he has lots of M-14 CJ time. My guess is that a good portion
of that comes from the spinner on the plane too as it creates better
airflow.
Look at the Pitts. there are guys (and gals) flying them with fixed
props, constant props, big engines, little engines, and tricked out
engines.
I've had the opportunity to fly CAP 182s with stock motors (235 HP and
two blades) and the P Ponk converted 182 (265 HP and three blade prop).
The difference is noticeable in climb and short field performance and
that is about it (oh yes, CHT gets hotter faster, real fast). It is a
nice kick in the butt and I even had a tower controller ask me what kind
of 182 I was flying to take-off in such a short distance and climb like
the plane did.
The nice part is that everyone likes the engine choice they have made.
Both are good capable engines.
It is your $50K or so, decide how you fly and if the extra $$ is worth
it.
Cheers,
Craig W
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254106#254106
Message 7
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| Subject: | Re: Housai to M14P Conversion |
Mark, truer words were never spoken. You can be my therapist
anytime. ...Blitz
Sent from my iPhone
On Jul 21, 2009, at 8:13 AM, "Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E" <mark.bitterlich@navy.mil> wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
>
> Interesting conversation!
>
> Boils down to whether you want to restore your 1968 Camaro with the
> original straight six, which is plenty good enough to get you to and
> from the grocery store, or squeeze in a 502 cu in. fire breathing,
> tire
> screeching, big block developing over 650 horsepower!
>
> In the car world we have a saying: "Speed costs money. How fast do
> you
> want to go?"
>
> I think there might be a cross-over to airplanes!
>
> Blitz, stop looking at your wallet and start looking in the mirror.
> Who
> you are and what you want out of life is, in the end, the most
> important
> factor in this decision. All the rest is just "logical justification"
> for a decision which I suspect you already have made, or darn well
> WANT
> to make!
>
> Good luck,
>
> Mark Bitterlich
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Craig
> Winkelmann
> Sent: Tuesday, July 21, 2009 10:28 AM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: Housai to M14P Conversion
>
>
> Blitz:
>
> All good comments so far. The one thing you need to decide is how you
> will fly your CJ. If acro and vertical penetration are important, the
> M-14P (or PF) may be what you want. If you are going to fly
> "gentleman
> acro" and fly to/from formation events, the Housai is going to be
> sufficient. If you live at altitude, the M-14 would be the better
> choice for the air you fly in.
>
> As for additional cruise, I doubt there is much. Pappy reports
> about 5
> knots and he has lots of M-14 CJ time. My guess is that a good
> portion
> of that comes from the spinner on the plane too as it creates better
> airflow.
>
> Look at the Pitts. there are guys (and gals) flying them with fixed
> props, constant props, big engines, little engines, and tricked out
> engines.
>
> I've had the opportunity to fly CAP 182s with stock motors (235 HP and
> two blades) and the P Ponk converted 182 (265 HP and three blade
> prop).
> The difference is noticeable in climb and short field performance and
> that is about it (oh yes, CHT gets hotter faster, real fast). It is a
> nice kick in the butt and I even had a tower controller ask me what
> kind
> of 182 I was flying to take-off in such a short distance and climb
> like
> the plane did.
>
> The nice part is that everyone likes the engine choice they have made.
> Both are good capable engines.
>
> It is your $50K or so, decide how you fly and if the extra $$ is worth
> it.
>
> Cheers,
>
> Craig W
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=254106#254106
>
>
Message 8
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| Subject: | Re: Housai to M14P Conversion |
Just tell your wife it is a "safety issue". That's why you have to
spend the money. :-))
Dennis
----- Original Message -----
From: Byron Fox
To: yak-list@matronics.com
Sent: Tuesday, July 21, 2009 12:14 PM
Subject: Re: Yak-List: Re: Housai to M14P Conversion
Mark, truer words were never spoken. You can be my therapist
anytime. ...Blitz
Sent from my iPhone
On Jul 21, 2009, at 8:13 AM, "Bitterlich, Mark G CIV Det Cherry Point,
MALS-14 64E" <mark.bitterlich@navy.mil> wrote:
> Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>
>
>
> Interesting conversation!
>
> Boils down to whether you want to restore your 1968 Camaro with the
> original straight six, which is plenty good enough to get you to and
> from the grocery store, or squeeze in a 502 cu in. fire breathing,
> tire
> screeching, big block developing over 650 horsepower!
>
> In the car world we have a saying: "Speed costs money. How fast do
> you
> want to go?"
>
> I think there might be a cross-over to airplanes!
>
> Blitz, stop looking at your wallet and start looking in the mirror.
> Who
> you are and what you want out of life is, in the end, the most
> important
> factor in this decision. All the rest is just "logical
justification"
> for a decision which I suspect you already have made, or darn well
> WANT
> to make!
>
> Good luck,
>
> Mark Bitterlich
>
>
>
>
>
>
>
> -----Original Message-----
> From: owner-yak-list-server@matronics.com
> [mailto:owner-yak-list-server@matronics.com] On Behalf Of Craig
> Winkelmann
> Sent: Tuesday, July 21, 2009 10:28 AM
> To: yak-list@matronics.com
> Subject: Yak-List: Re: Housai to M14P Conversion
>
<capav8r@gmail.com>
>
> Blitz:
>
> All good comments so far. The one thing you need to decide is how
you
> will fly your CJ. If acro and vertical penetration are important,
the
> M-14P (or PF) may be what you want. If you are going to fly
> "gentleman
> acro" and fly to/from formation events, the Housai is going to be
> sufficient. If you live at altitude, the M-14 would be the better
> choice for the air you fly in.
>
> As for additional cruise, I doubt there is much. Pappy reports
> about 5
> knots and he has lots of M-14 CJ time. My guess is that a good
> portion
> of that comes from the spinner on the plane too as it creates better
> airflow.
>
> Look at the Pitts. there are guys (and gals) flying them with fixed
> props, constant props, big engines, little engines, and tricked out
> engines.
>
> I've had the opportunity to fly CAP 182s with stock motors (235 HP
and
> two blades) and the P Ponk converted 182 (265 HP and three blade
> prop).
> The difference is noticeable in climb and short field performance
and
> that is about it (oh yes, CHT gets hotter faster, real fast). It is
a
> nice kick in the butt and I even had a tower controller ask me what
> kind
> of 182 I was flying to take-off in such a short distance and climb
> like
> the plane did.
>
> The nice part is that everyone likes the engine choice they have
made.
> Both are good capable engines.
>
> It is your $50K or so, decide how you fly and if the extra $$ is
worth
> it.
>
> Cheers,
>
> Craig W
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=254106#254106
>
>
>
>
>
>
>
>
>
>
>
>
>
>
>
Message 9
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| Subject: | Re: Housai to M14P Conversion |
Wait! Wait! Don't think of using that excuse.
That does not work. Too much damage to repair after her next reply
which will be something like this...
"Well then maybe you should sell it."
Pumper
On Jul 21, 2009, at 2:08 PM, A. Dennis Savarese wrote:
> Just tell your wife it is a "safety issue". That's why you have to
> spend the money. :-))
> Dennis
>
Message 10
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| Subject: | Re: WANTED: Flap Actuator |
Does anyone have a flap actuator and mounting brackets for a Yak 52 ((CJ
may work) It is for a project?
Ira Saligman
200 Chamounix Road
Wayne, PA 19087
(610) 324-5500
f (215) 243-7699
<mailto:isaligman@saligman.com> isaligman@saligman.com
Message 11
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| Subject: | Re: Housai to M14P Conversion |
Flying (or driving) behind really brutal and loud engines that push you bac
k in the seat and just amaze and terrify everyone within earshot is to me..
. the best therapy in the world.-
-
Take care, -
-
Mark
-
--- On Tue, 7/21/09, Byron Fox <byronmfox@gmail.com> wrote:
From: Byron Fox <byronmfox@gmail.com>
Subject: Re: Yak-List: Re: Housai to M14P Conversion
Mark, truer words were never spoken. You can be my therapist anytime.- ..
.Blitz
Sent from my iPhone
On Jul 21, 2009, at 8:13 AM, "Bitterlich, Mark G CIV Det Cherry Point, MALS
-14 64E" <mark.bitterlich@navy.mil> wrote:
MALS-14 64E" <mark.bitterlich@navy.mil>
>
>
>
> Interesting conversation!
>
> Boils down to whether you want to restore your 1968 Camaro with the
> original straight six, which is plenty good enough to get you to and
> from the grocery store, or squeeze in a 502 cu in. fire breathing, tire
> screeching, big block developing over 650 horsepower!
>
> In the car world we have a saying:- "Speed costs money.- How fast do
you
> want to go?"
>
> I think there might be a cross-over to airplanes!
>
> Blitz, stop looking at your wallet and start looking in the mirror.- Wh
o
> you are and what you want out of life is, in the end, the most important
> factor in this decision.- All the rest is just "logical justification"
> for a decision which I suspect you already have made, or darn well WANT
> to make!
>
> Good luck,
>
> Mark Bitterlich
>
>
>
Message 12
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| Subject: | Re: Housai to M14P Conversion |
hey Blitz,
It all boils down to the 3 F's. If it flies, floats, or fornicates...rent or be
prepared to spend lots of money! Me, I bought all 3 and am loving every minute
of it! As LoPresti says, "Life's short fly fast". Get the M-14, you'll not
regret it. Get a 50 that comes with an M-14 as orginal equipment and you will
really be loving life! In the long run it will be alot less invested in the plane
than you are going to have in the CJ.
Doc
-----Original Message-----
>From: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich@navy.mil>
>Sent: Jul 21, 2009 10:13 AM
>To: yak-list@matronics.com
>Subject: RE: Yak-List: Re: Housai to M14P Conversion
>
>
>
>Interesting conversation!
>
>Boils down to whether you want to restore your 1968 Camaro with the
>original straight six, which is plenty good enough to get you to and
>from the grocery store, or squeeze in a 502 cu in. fire breathing, tire
>screeching, big block developing over 650 horsepower!
>
>In the car world we have a saying: "Speed costs money. How fast do you
>want to go?"
>
>I think there might be a cross-over to airplanes!
>
>Blitz, stop looking at your wallet and start looking in the mirror. Who
>you are and what you want out of life is, in the end, the most important
>factor in this decision. All the rest is just "logical justification"
>for a decision which I suspect you already have made, or darn well WANT
>to make!
>
>Good luck,
>
>Mark Bitterlich
>
>
>
>
>
>
>
>-----Original Message-----
>From: owner-yak-list-server@matronics.com
>[mailto:owner-yak-list-server@matronics.com] On Behalf Of Craig
>Winkelmann
>Sent: Tuesday, July 21, 2009 10:28 AM
>To: yak-list@matronics.com
>Subject: Yak-List: Re: Housai to M14P Conversion
>
>
>Blitz:
>
>All good comments so far. The one thing you need to decide is how you
>will fly your CJ. If acro and vertical penetration are important, the
>M-14P (or PF) may be what you want. If you are going to fly "gentleman
>acro" and fly to/from formation events, the Housai is going to be
>sufficient. If you live at altitude, the M-14 would be the better
>choice for the air you fly in.
>
>As for additional cruise, I doubt there is much. Pappy reports about 5
>knots and he has lots of M-14 CJ time. My guess is that a good portion
>of that comes from the spinner on the plane too as it creates better
>airflow.
>
>Look at the Pitts. there are guys (and gals) flying them with fixed
>props, constant props, big engines, little engines, and tricked out
>engines.
>
>I've had the opportunity to fly CAP 182s with stock motors (235 HP and
>two blades) and the P Ponk converted 182 (265 HP and three blade prop).
>The difference is noticeable in climb and short field performance and
>that is about it (oh yes, CHT gets hotter faster, real fast). It is a
>nice kick in the butt and I even had a tower controller ask me what kind
>of 182 I was flying to take-off in such a short distance and climb like
>the plane did.
>
>The nice part is that everyone likes the engine choice they have made.
>Both are good capable engines.
>
>It is your $50K or so, decide how you fly and if the extra $$ is worth
>it.
>
>Cheers,
>
>Craig W
>
>
>Read this topic online here:
>
>http://forums.matronics.com/viewtopic.php?p=254106#254106
>
>
Message 13
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| Subject: | Re: WANTED: Flap Actuator |
Ira, Give me a call, I have all from CJ6 if it will fit your needs.
Doug Sapp
509-826-4610
On Tue, Jul 21, 2009 at 2:11 PM, Ira Saligman <isaligman@saligman.com>wrote:
> Does anyone have a flap actuator and mounting brackets for a Yak 52 ((CJ
> may work) It is for a project?
>
>
> Ira Saligman
>
> 200 Chamounix Road
>
> Wayne, PA 19087
>
>
> (610) 324-5500
>
> f (215) 243-7699
>
>
> isaligman@saligman.com
>
>
> *
>
> *
>
>
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
Message 14
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| Subject: | Re: WANTED: Flap Actuator |
The CJ flap actuator will not work on a 52 because the 52 has 2 shuttle
valves physically mounted to actuator and the actuator shafts run out of
both sides of the actuator. Whereas the CJ actuator has the shuttle
valves remote from the actuator and the shaft only moves out of one side
of the actuator.
Dennis
----- Original Message -----
From: doug sapp
To: yak-list@matronics.com
Sent: Tuesday, July 21, 2009 6:25 PM
Subject: Re: Yak-List: WANTED: Flap Actuator
Ira,
Give me a call, I have all from CJ6 if it will fit your needs.
Doug Sapp
509-826-4610
On Tue, Jul 21, 2009 at 2:11 PM, Ira Saligman <isaligman@saligman.com>
wrote:
Does anyone have a flap actuator and mounting brackets for a Yak 52
((CJ may work) It is for a project?
Ira Saligman
200 Chamounix Road
Wayne, PA 19087
(610) 324-5500
f (215) 243-7699
isaligman@saligman.com
et="_blank">http://www.matronics.com/Navigator?Yak-List
tp://forums.matronics.com
_blank">http://www.matronics.com/contribution
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
Message 15
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| Subject: | Re: The late Forest Johnson's old CJ-6 For Sale... |
[quote="a1aircraftmaintenance(at)"]Hey all,
Some of you knew Forest Johnson who crashed his CJ a couple of months ago. He
was in his newer bird with the M14P. He still had his old CJ with the 285HP.
I have agreed to broker it for his widow. I got it up and running yesterday.
If you are interested or know someone who is, please give me a call. It is
listed on Barnstormer.com for $69,995. This is a great plane at a fair price.
Kerry McAnally
"Big Mac"
214-683-8025
> [b]
We are specialised in Nanchang CJ6 aircraft parts in China.If you are interested
in,pls feel free to contact us.E-mail to lcdzkj@live.cn
--------
Tally:86-13468610692
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=254257#254257
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